CN113291351B

CN113291351B - Train formation, train data transmission method and device, and storage medium

Info

Publication number: CN113291351B
Application number: CN202110671157.7A
Authority: CN
Inventors: 王静; 刘超; 赵佳颖; 令荣; 孙景辉; 冀云; 王家琪
Original assignee: CRRC Tangshan Co Ltd
Current assignee: CRRC Tangshan Co Ltd
Priority date: 2021-06-17
Filing date: 2021-06-17
Publication date: 2023-01-24
Anticipated expiration: 2041-06-17
Also published as: CN113291351A

Abstract

The embodiment of the application provides a marshalling train, a train data transmission method and device and a storage medium, wherein a train communication network comprises an Ethernet and a multifunctional vehicle bus MVB, each traction unit comprises an SCCU, a plurality of SRUEs and a plurality of SRUM, and the SRUEs and the SRUM of each traction unit are in communication connection through a unit-level ring network; two adjacent traction units are in communication connection through an ETB, and the ETB is provided with a plurality of SRUE connected in series; SCCUs of two adjacent traction units are in communication connection through an MVB, and the MVB is provided with a plurality of SRUM connected in series; and the SCCUs of two adjacent traction units are also in communication connection through the WTB. By integrating the bus type network and the exchange type Ethernet network on the train, the real-time performance and the transmission rate of the train communication network are improved, and meanwhile, large-information-quantity data can be transmitted.

Description

Train formation, train data transmission method and device, and storage medium

Technical Field

The present application relates to rail transit technologies, and in particular, to a marshalling train, a train data transmission method and apparatus, and a storage medium.

Background

The network control system is a core technology of a high-speed rail train, the development of the high-speed rail train at home and abroad is different day by day, but the form of the train network is relatively single, and most of the train network is a simple bus type network or a simple exchange type network.

Currently, the mainstream Bus type Train communication network protocols include a WTB (Wire Train Bus) + MVB (Multifunction Vehicle Bus), a Lonworks (field Bus), a CAN Bus, and the like. Although the bus type network has some advantages in the aspects of real-time performance, anti-interference performance and the like, the communication rate of the bus type network is low, the data volume transmitted at one time is small, and the requirement of large information volume transmission cannot be met.

In order to meet the requirement of large information transmission, a switching network is proposed on the basis of a bus network, and the control of trains and the transmission of data are realized through Ethernet.

Disclosure of Invention

The embodiment of the application provides a marshalling train, a train data transmission method and device and a storage medium, which are used for solving the problems that the bus type network of the existing marshalling train cannot transmit big data and the real-time performance and the safety and reliability of an exchange type network are low.

According to a first aspect of embodiments of the present application, there is provided a consist train comprising a plurality of traction units and a train communication network comprising ethernet and a utility vehicle bus MVB, the ethernet comprising a train level ethernet ETB;

each traction unit comprises a Security Central Control Unit (SCCU), a plurality of Switching Relay Units (SRUE) with ETB relay function and a plurality of Switching Relay Units (SRUM) with MVB relay function, and the SRUEs and the SRUMs of each traction unit are in communication connection through a unit-level ring network;

two adjacent traction units are in communication connection through a train-level Ethernet (ETB), and the train-level Ethernet ETB is provided with a plurality of serially-connected SRUEs;

SCCUs of two adjacent traction units are in communication connection through a multifunctional vehicle bus MVB, and a plurality of SRUM connected in series are arranged on the multifunctional vehicle bus MVB;

SCCUs of two adjacent traction units are also in communication connection through a twisted wire train bus WTB.

According to a second aspect of the embodiments of the present application, there is provided a train data transmission method applied to a consist train, the method including:

acquiring train data to be transmitted;

selecting a target transmission mode of the train data from transmission modes to be selected according to the data type of the train data to be transmitted, wherein the transmission modes to be selected comprise Ethernet transmission and Multifunctional Vehicle Bus (MVB) transmission;

and transmitting the train data through the target transmission mode.

According to a third aspect of the embodiments of the present application, there is provided a train data transmission apparatus applied to a consist train, the apparatus including:

the data acquisition module is used for acquiring train data to be transmitted;

the transmission mode selection module is used for selecting a target transmission mode of the train data from transmission modes to be selected according to the data type of the train data to be transmitted, wherein the transmission modes to be selected comprise Ethernet transmission and multi-function vehicle bus (MVB) transmission;

and the data transmission module is used for transmitting the train data according to the target transmission mode.

According to a fourth aspect of the embodiments of the present application, there is provided a storage medium having a computer program stored thereon, the computer program being executed by a processor to perform the train data transmission method described above.

The embodiment of the application provides a marshalling train, a train data transmission method and device and a storage medium, wherein a train communication network comprises an Ethernet and a multifunctional vehicle bus MVB, and the Ethernet comprises a train-level Ethernet ETB; each traction unit of the marshalling train comprises a Safety Central Control Unit (SCCU), a plurality of Switching Relay Units (SRUE) with ETB relay function and a plurality of Switching Relay Units (SRUM) with MVB relay function, and the SRUEs and SRUMs of each traction unit are in communication connection through a unit-level ring network; two adjacent traction units are in communication connection through a train-level Ethernet (ETB), and the train-level Ethernet ETB is provided with a plurality of SRUEs connected in series; the SCCUs of two adjacent traction units are in communication connection through a multifunctional vehicle bus MVB, and the multifunctional vehicle bus MVB is provided with a plurality of SRUM connected in series; the SCCUs of two adjacent traction units are also in communication connection through a stranded wire train bus WTB. The bus type network and the exchange type Ethernet network are integrated on the marshalling train, so that the real-time performance and the transmission rate of the train communication network are improved, large-information-quantity data can be transmitted, the bus type network and the exchange type network are arranged at the same time, the network can be switched to another network when one network fails, the compatibility is better, and the method is suitable for being widely applied to marshalling trains of different models.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:

FIG. 1 is a schematic diagram of a WTB + MVB bus type network topology in the prior art;

FIG. 2 is a schematic diagram of a switched Ethernet network topology in the prior art;

fig. 3 is a schematic diagram of a train communication network of a marshalling train provided by an embodiment of the present application;

FIG. 4 is a schematic illustration of a train communications network for a traction unit provided in an embodiment of the present application;

fig. 5 is a schematic network topology diagram of an 8-consist train according to an embodiment of the present application;

fig. 6 is a flowchart of a train data transmission method provided in an embodiment of the present application;

fig. 7 is a schematic diagram of a train data processing flow provided in an embodiment of the present application;

FIG. 8 is a schematic view of a process flow of health data provided by an embodiment of the present application;

FIG. 9 is a schematic processing flow diagram of conventional data provided by an embodiment of the present application;

fig. 10 is a functional block diagram of a train data transmission device according to an embodiment of the present application.

Detailed Description

In the process of implementing the present application, the inventor finds that, at present, the mainstream Bus type Train communication network protocols include a WTB (Wire Train Bus) + MVB (Multifunction Vehicle Bus), a Lonworks (field Bus), a CAN Bus, and the like. Referring to fig. 1, fig. 1 is a schematic diagram of a WTB + MVB bus type network topology in the prior art. Although the traditional single bus type network has advantages in the aspects of real-time performance, anti-interference performance and the like, the requirement of train information transmission cannot be met in many aspects.

Specifically, the conventional fieldbus has a low communication rate and a small amount of data to be transmitted at one time, and thus it is difficult to meet the requirement of large-volume information transmission. For example, the communication rate of Lonworks does not exceed 1.5Mbps at most, the maximum communication rate of the can bus is only 1Mbps when the communication distance is 40m, the communication rate is low, and it is difficult to transmit a large amount of data.

In addition, the data throughput capacity of the bus type network is relatively limited, and with the introduction of concepts of the development of train monitoring technology and fault detection technology and health management, more and more equipment information needs to be transmitted, but the length of a WTB process data message is 128 bytes, namely 1024 bits, the transmission data volume is very limited, the increasingly-growing additional functions of modern trains can be met by paging transmission of message data or process data, and the realization is relatively complex.

In addition, due to the continuous improvement of the technology and the continuous update of the equipment, many train equipment often need to be rearranged for networking and establishing a new network topology. However, most industrial field buses support only a single network topology, which inevitably has a great influence on the flexibility of networking. For example, a CAN bus only supports bus topologies.

In order to solve the problem of the bus type network, an exchange type network is also proposed, which performs train control and data transmission through the ethernet. In recent years, many new applications such as multimedia video, image recognition, video recording inquiry, wireless network access and the like are continuously emerging, the information transmission amount of a train communication network is greatly increased, and the network bandwidth is a main reason for influencing the network performance. With the rapid development of industrial Ethernet, ethernet as an international standard has a high communication rate, can meet the requirement of a train network on a higher bandwidth, and has the advantages of wide application, strong compatibility, low installation cost, strong reliability and great sustainable development potential. Referring to fig. 2, fig. 2 is a schematic diagram of a switched ethernet network topology in the prior art, taking an 8-marshalling train as an example. However, although the switched network can meet the requirement of large data volume transmission and is cheaper than the MVB bus, it is excessively dependent on the stability of the switch, so that a short board appears in real time and safety reliability.

In view of the above problems, the embodiments of the present application provide a marshalling train, a train data transmission method and apparatus, and a storage medium, where a train communication network includes an ethernet and a multifunctional vehicle bus MVB, and the ethernet includes a train-level ethernet ETB; each traction unit of the marshalling train comprises a Safety Central Control Unit (SCCU), a plurality of Switching Relay Units (SRUE) with ETB relay function and a plurality of Switching Relay Units (SRUM) with MVB relay function, wherein the SRUEs and the SRUM of each traction unit are in communication connection through a unit-level ring network; two adjacent traction units are in communication connection through a train-level Ethernet (ETB), and the train-level Ethernet ETB is provided with a plurality of SRUEs connected in series; the SCCUs of two adjacent traction units are in communication connection through a multifunctional vehicle bus MVB, and the multifunctional vehicle bus MVB is provided with a plurality of SRUM connected in series; SCCUs of two adjacent traction units are also in communication connection through a twisted wire train bus WTB. The bus type network and the exchange type Ethernet network are integrated on the marshalling train, so that the real-time performance and the transmission rate of the train communication network are improved, large information amount data can be transmitted, the bus type network and the exchange type network are arranged at the same time, the network can be switched to another network when one network fails, the compatibility is better, and the marshalling train switching method is widely applied to marshalling trains of different models.

In order to make the technical solutions and advantages in the embodiments of the present application more clearly understood, the following description of the exemplary embodiments of the present application with reference to the accompanying drawings is made in further detail, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all the embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.

Referring to fig. 3, fig. 3 is a schematic diagram of a Train communication network of a marshalling Train according to an embodiment of the present disclosure, in which the marshalling Train includes a plurality of traction units and the Train communication network, the Train communication network includes Ethernet and a Multifunctional Vehicle Bus (MVB), and the Ethernet includes a Train-level Ethernet cable (ETB).

As shown in fig. 3, each of the traction units of the marshalling train includes a Safety Central Control Unit SCCU (Safety Central Control Unit), a plurality of switching relay units SRUEs (Switch relay units) having ETB relay functions, and a plurality of switching relay units SRUMs (Switch relay units MVBs) having MVB relay functions, and the plurality of SRUEs and the plurality of SRUMs of each of the traction units are communicatively connected through a Unit-level ring network.

Two adjacent traction units are in communication connection through a train-level Ethernet (ETB), and the train-level Ethernet (ETB) is provided with a plurality of serially-connected SRUEs; the SCCUs of two adjacent traction units are in communication connection through a multifunctional vehicle bus MVB, and the multifunctional vehicle bus MVB is provided with a plurality of SRUM connected in series; the SCCUs of two adjacent tractor units are also communicatively connected to each other via a twisted wire Train Bus WTB (Wireless Train Bus).

The train communication network provided by the embodiment of the application improves the real-time performance and the transmission rate of the train communication network by integrating the bus type network and the exchange type Ethernet network on the marshalling train, can transmit large information data, can be switched to another network when one network fails, has better compatibility, and is suitable for being widely applied to marshalling trains of different models.

Optionally, referring to fig. 4, fig. 4 is a schematic diagram of a train communication network of a traction unit provided in the embodiment of the present application. In this embodiment, the ethernet further includes a vehicle-level ethernet, and the safety central control unit SCCU includes an ETB interface, two CPUs, two WTB interfaces, two vehicle-level bus ECN interfaces, and two ethernet ETH interfaces; the ETB interface is used for connecting a train-level Ethernet ETB, the two CPUs are in communication connection through a multifunctional vehicle bus MVB, and each CPU is in communication connection with the SRUM through the multifunctional vehicle bus MVB; the two WTB interfaces are in communication connection through a twisted train bus WTB, and the two WTB interfaces are respectively used for being connected with a Safety Central Control Unit (SCCU) of another traction unit through the twisted train bus WTB; the two vehicle-level bus ECN interfaces are respectively used for being in communication connection with two CPUs of the SCCU through a vehicle-level Ethernet; the two ETH interfaces are respectively in communication connection with the SRUE and the SRUM through the vehicle-level Ethernet.

In the above embodiments, the train communication network is divided into the switching ECN/ETB network and the bus MVB/WTB network. In the exchange type ECN/ETB network, two traction units are respectively provided with a safety central control unit SCCU with a high intensive design, the SCCU is totally two SCCUs, the SCCU is used as an ETBN (train-level Ethernet switch) with an ECN interface, the two SCCUs are accessed into the network through a Switching Relay Unit (SRUE) with an ETB relay function in a dual-channel link aggregation redundant structure, and an ETB relay board card of the SRUE bearing the relay function of a train backbone network has a BYPASS function. The SRUE and the SRUM are communicatively connected through a ring network (i.e., a unit-level ring network) formed by the vehicle bus ECN.

In a bus type MVB/WTB network, two SCCUs are used as WTB gateways, and an SRUM between the two SCCUs is used as a switching relay unit with an MVB relay function. The whole train communication network is set by adopting key network equipment redundancy and important system double-channel redundancy, so that the reliability of the train network and the stability of access network equipment are improved.

Optionally, in this embodiment, each traction unit includes a main control car and a plurality of follower cars, the safety central control unit SCCU is disposed on the main control car, and each main control car and each follower car are further provided with an SRUE and an SRUM, and the SRUEs and the SRUMs disposed on each car are in communication connection with each other through a vehicle-level ethernet.

Taking an 8-consist train as an example, the 8-consist train includes two traction units, wherein 1-4 cars are one traction unit and 5-8 cars are the other traction unit. Two SCCUs are arranged on the 8 marshalling train and are respectively arranged on the 1 train and the 8 trains, namely in the 8 marshalling train, the 1 train and the 8 trains are respectively a main control train of two traction units, and the 3-4 trains and the 5-7 trains are respectively follow-up trains of the two traction units.

Referring to fig. 4 and 5 in combination, fig. 5 is a schematic network topology diagram of an 8-marshalling train according to an embodiment of the present disclosure, in fig. 5, a SCCU, an SRUE and an SRUM are respectively disposed on a master control car (1 car and 8 cars), and an SRUE and an SRUM are respectively disposed on follower cars (2-7 cars). The SRUE and the SRUM provided in each vehicle compartment communicate via a vehicle-level ethernet network. For example, the SRUE and SRUM in car 1 communicate via vehicle-level ethernet, and the SRUE and SRUM in car 2 communicate via vehicle-level ethernet.

Referring to fig. 5, SRUE and SRUM installed in a traction unit (i.e. 1-4 cars or 5-8 cars) communicate with each other through an ethernet unit; the SRUE between two adjacent traction units then communicates via the train-level ethernet ETB.

As shown in fig. 5, the SCCUs disposed on the master control cars of the two traction units may also communicate through a twisted wire train bus WTB, thereby implementing dual-network convergence communication of the marshalling train, and implementing interaction of train control information, fault information, and status information through an ethernet or bus network.

Referring to fig. 5, in this embodiment, the main control vehicle is further provided with a driver assistant driving system DAS, a charger BC, a vehicle door controller DCU, an air conditioning control unit HVAC, a brake control unit BCU, a safety monitoring host SMU, an input/output unit IOM, and a wireless transmission device WTD, wherein the main control vehicle is provided with at least two mutually redundant input/output units IOM;

the driver assistant driving system DAS, the charger BC, the vehicle door controller DCU, the air conditioner control unit HVAC, the brake control unit BCU, the safety monitoring host SMU, the input and output unit IOM and the wireless transmission device WTD which are arranged on the main control vehicle are respectively in communication connection with the SRUE and the SRUM which are arranged on the main control vehicle through a dual-redundancy vehicle-level Ethernet.

In this embodiment, the following vehicle is further provided with a traction control unit TCU, a vehicle door controller DCU, an air conditioner control unit HVAC, a brake control unit BCU, a safety monitoring host SMU, and an input/output unit IOM, wherein the following vehicle is provided with at least two mutually redundant input/output units IOM;

and the traction control unit TCU, the vehicle door controller DCU, the air conditioning control unit HVAC, the brake control unit BCU, the safety monitoring host SMU and the input/output unit IOM which are arranged on the follow-up vehicle are respectively in communication connection with the SRUE and the SRUM which are arranged on the main control vehicle through a dual-redundancy vehicle-level Ethernet.

As shown in fig. 5, in this embodiment, a star network structure is adopted inside the vehicle, and devices (for example, a driver assistant driving system DAS, a charger BC, a door controller DCU, an air conditioner control unit HVAC, a brake control unit BCU, a safety monitoring host SMU, an input/output unit IOM, and a wireless transmission device WTD) inside each vehicle are connected to SRUE and SRUM provided in the vehicle through a dual-redundancy ethernet, so that ethernet connection between each device and the TCMS is realized.

Optionally, in this embodiment, taking 8 marshalling trains as an example, 5 HMI (human machine interface) are provided for the entire train, where two redundant human machine interface are provided on the master control train (1 train and 8 trains), respectively, and the 5 th HMI and the HMI are provided in the mechanic's room (i.e. 5 trains) as the display screen of the mechanic.

Optionally, in this embodiment, two mutually redundant input and output units (i.e., IOM interfaces) are disposed in each compartment of the entire vehicle. For example, in fig. 5, CIOM1 and CIOM2 are mutually redundant input/output units provided in vehicle 1 (or vehicle 8), and IOMA1 and IOMA2 are mutually redundant input/output units provided in a following vehicle. In addition, the embodiment of the application also sets bus redundancy and Ethernet redundancy, the WTB bus and the MVB bus are both provided with AB lines which are redundant to each other, and all the Ethernet lines are also provided with redundancy.

Therefore, the topology structure of the train communication network provided by the embodiment of the application has the advantages of dual-network integration and high redundancy, the reliability of the train communication network is improved, and in addition, the stability of all access network equipment is also improved due to the redundancy mode of the unit-level ring network.

Referring to fig. 6, fig. 6 is a flowchart of a train data transmission method according to an embodiment of the present disclosure. In this embodiment, a train data transmission method is applied to a marshalling train, and the method includes:

and S11, acquiring the train data to be transmitted.

And S12, selecting a target transmission mode of the train data from the transmission modes to be selected according to the data type of the train data to be transmitted.

The transmission mode to be selected comprises Ethernet transmission and multifunctional vehicle bus MVB transmission.

And S13, transmitting the train data in a target transmission mode.

In the above steps, since the train communication network includes both the bus type network and the switch type ethernet network, it is necessary to select an appropriate transmission method according to the train data to be transmitted before transmitting the data.

Specifically, in this embodiment, the train data includes regular data and health data, and the step S12 of selecting a target transmission mode of the train data from transmission modes to be selected according to a data type of the train data to be transmitted includes:

and if the train data is regular data, transmitting the regular data through the Ethernet or the multifunctional vehicle bus MVB, wherein the regular data comprises data for train operation, control, monitoring and diagnosis.

And if the train data is health data, transmitting the health data through the Ethernet, wherein the health data comprises big health data used for train recording, displaying and later analysis.

As shown in fig. 7, fig. 7 is a schematic diagram of a train data processing flow provided in this embodiment, in the above steps, train network data is divided into two types, one type is normal data used for train operation control, monitoring and diagnosis, and this part of data may be transmitted through an MVB interface or an ethernet interface. In fig. 7, if the normal data is transmitted through the ethernet, it is TRDP data, if the normal data is transmitted through the bus network, it is MVB data, and during the transmission process, the normal data is limited by the communication mode switch, if TRDP _ on is 1 and MVB \ "on is 0, the normal data is transmitted through the ethernet, otherwise, the normal data is transmitted through the MVB bus.

The other data is health data used for recording, displaying and later analysis by some special systems, the data volume of the health data is extremely large, the health data needs to be transmitted across groups, and the health data cannot be transmitted through a bus network due to the limitation of the data volume transmitted by the bus network; meanwhile, the influence on train operation control, monitoring and diagnosis is small, so that the health data is only transmitted through the Ethernet, and the health data is not limited by a communication mode switch trdp _ on or mvb _ on and can be transmitted through the Ethernet all the time.

Referring to fig. 8, fig. 8 is a schematic view illustrating a processing flow of health data according to an embodiment of the present application. In fig. 8, the health data does not generate a global variable, one traction unit of the train set receives data from the port (trdp _ input), then directly sends the data to the ETB by the application, and transmits the data to another traction unit through the ETB _ OUTPUT, and after receiving the data from the ETB, the data is directly sent to the corresponding subsystem through the ethernet for recording or displaying.

After the communication mode of the train data is determined, the application program can call different input variable work sheets (trdp _ input work sheet is called by Ethernet, MVB _ input work sheet is called by MVB), and the conventional data input in different ways are converted into the GLOBAL variable VAR _ GLOBAL with the same name, so that the control logic of the main application is not influenced even if the communication mode is changed. And when the train data is sent, sending the global variable to be sent to each subsystem through the MVB bus and the Ethernet at the same time.

Further, in this embodiment, if the train data is regular data, transmitting the regular data through the ethernet or the multifunctional vehicle bus MVB includes:

judging whether the transmission mode of the conventional data is preset or not; if the transmission mode is preset, transmitting the conventional data through the preset transmission mode; if the transmission mode is not preset, judging whether the Ethernet can normally transmit data; if the data is normal, transmitting the conventional data through the Ethernet; and if not, transmitting the conventional data through the multifunctional vehicle bus MVB.

In the above steps, please refer to fig. 9, where fig. 9 is a schematic diagram illustrating a processing flow of the conventional data according to an embodiment of the present application. The transmission mode of the conventional data can be manually selected according to the requirements of users, namely, the conventional data transmission mode is preset according to the requirements of the users, and if the transmission mode of the conventional data is selected in advance, the data is transmitted through the selected transmission mode.

If the transmission mode of the conventional data is not preset in advance, the conventional data can be transmitted through the Ethernet preferentially under the normal condition, if the SCCU detects that the gateway or the switch of the Ethernet fails and cannot transmit the data, the SCCU can be automatically switched to the MVB bus to transmit the data, at the moment, trdp _ on is 0, MVB_ _ on is 1, and meanwhile, network communication mode information is sent to each subsystem through the public port of the SCCU to ensure the normal transmission of the subsequent train data. In order to ensure the successful communication mode conversion, the data of the public port needs to be transmitted through the MVB and the ethernet simultaneously.

Referring to fig. 10, fig. 10 is a functional block diagram of a train data transmission device 110 according to an embodiment of the present disclosure. In the present embodiment, the train data transmission apparatus 110 is applied to an SCCU of a train communication network, the apparatus including:

the data obtaining module 1101 is configured to obtain train data to be transmitted.

And a transmission mode selection module 1102, configured to select a target transmission mode of the train data from the transmission modes to be selected according to the data type of the train data to be transmitted. The transmission mode to be selected comprises Ethernet transmission or multifunctional vehicle bus MVB transmission;

and the data transmission module 1103 is configured to transmit the train data according to a target transmission mode.

The embodiment of the application further provides a storage medium, wherein a computer program is stored on the storage medium, and when the computer program is executed by a processor, the train data transmission method is executed.

As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.

The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.

It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.

Claims

1. A consist train comprising a plurality of traction units and a train communication network comprising ethernet and a utility vehicle bus, MVB, the ethernet comprising a train level ethernet ETB;

the SCCUs of two adjacent traction units are in communication connection through a multifunctional vehicle bus MVB, and the multifunctional vehicle bus MVB is provided with a plurality of SRUM connected in series;

SCCUs of two adjacent traction units are also in communication connection through a twisted-pair train bus WTB;

the Ethernet also comprises a vehicle-level Ethernet, and the safety central control unit SCCU comprises an ETB interface, two CPUs (central processing units), two WTB interfaces, two vehicle-level bus ECN interfaces and two Ethernet ETH interfaces;

the ETB interface is used for connecting a train-level Ethernet ETB, the two CPUs are in communication connection through a multifunctional vehicle bus MVB, and each CPU is in communication connection with the SRUM through the multifunctional vehicle bus MVB;

the two WTB interfaces are in communication connection through a twisted train bus WTB, and the two WTB interfaces are respectively used for being connected with a Safety Central Control Unit (SCCU) of another traction unit through the twisted train bus WTB;

the two vehicle-level bus ECN interfaces are respectively used for being in communication connection with the two CPUs of the SCCU through a vehicle-level Ethernet;

the two ETH interfaces are respectively in communication connection with the SRUE and the SRUM through a vehicle-level Ethernet;

the train communication network is divided into an exchange type ECN/ETB network and a bus type MVB/WTB network, in the bus type MVB/WTB network, two SCCUs are used as WTB gateways, and an SRUM between the two SCCUs is used as an exchange relay unit with an MVB relay function.

2. The consist train of claim 1, wherein each traction unit includes a master car and a plurality of follower cars, the safety central control unit SCCU is disposed on the master car, and each master car and each follower car are further provided with an SRUE and an SRUM, and the SRUEs and SRUMs disposed on each car are communicatively connected via a car-level ethernet.

3. The marshalling train of claim 2, wherein the master control train further comprises a driver assistant driving system DAS, a charger BC, a door controller DCU, an air conditioning control unit HVAC, a brake control unit BCU, a safety monitoring host SMU, an input/output unit IOM and a wireless transmission device WTD, wherein the master control train further comprises at least two mutually redundant input/output units IOM;

the driver assistant driving system DAS, the charger BC, the vehicle door controller DCU, the air conditioning control unit HVAC, the brake control unit BCU, the safety monitoring host SMU, the input and output unit IOM and the wireless transmission device WTD which are arranged on the main control vehicle are respectively in communication connection with the SRUE and the SRUM which are arranged on the main control vehicle through a dual-redundancy vehicle-level Ethernet.

4. The marshalling train of claim 2, wherein a traction control unit TCU, a door controller DCU, an air conditioning control unit HVAC, a brake control unit BCU, a safety monitoring host SMU, and an input-output unit IOM are further disposed on the follower, wherein at least two mutually redundant input-output units IOM are disposed on the follower;

5. A train data transmission method applied to the marshalling train of any one of claims 1 to 4, the method comprising:

acquiring train data to be transmitted;

and transmitting the train data through the target transmission mode.

6. The method according to claim 5, wherein the train data includes regular data and health data, and the selecting a target transmission mode of the train data from transmission modes to be selected according to the data type of the train data to be transmitted includes:

if the train data is regular data, transmitting the regular data through the Ethernet or the MVB, wherein the regular data comprises data for train operation, control, monitoring and diagnosis;

7. The method of claim 6, wherein if the train data is regular data, transmitting the regular data through the Ethernet or the MVB comprises:

judging whether the transmission mode of the conventional data is preset or not;

if the transmission mode is preset, transmitting the conventional data through the preset transmission mode;

if the transmission mode is not preset, judging whether the Ethernet can normally transmit data;

if the data is normal, transmitting the conventional data through the Ethernet;

and if the abnormal data are not normal, transmitting the conventional data through the multifunctional vehicle bus MVB.

8. A train data transmission device applied to the marshalling train of any one of claims 1 to 4, the device comprising:

the data acquisition module is used for acquiring train data to be transmitted;

9. A storage medium, characterized in that the storage medium has stored thereon a computer program which, when being executed by a processor, carries out the method according to any one of claims 5-7.